Vaporizer



June 12, 1934. M c SPENCER 1,963,035

VAPORIZER Filed May 9, 1932 2 Sheets-Sheet l Inventor, Millard Cole Spencer y zimw 71 v 465 434 Attorngy June 12, 1934. v M C EN R 1,963,035

VAPORIZER Filed May 9, 1932 2 Sheets-Sheet 2 By 614m 2% 604/ Attor nay.

Patented June 12, 1934 vAPoRIzER Millard Cole Spencer; East Orange, N. J., assignor to Crocker-Whceler Electric Manufacturing Company, Ampere, N. J., a corporation of New Jersey Application-'May i), 1932, Serial No; 610,146

Claims. (01. 123433) The object of this invention is to provide means for conditioning the heavier hydrocarbon oils as fuel for internal combustion engines of such types as ordinarily run with the lighter hydrocarbon 5 oils such as gasoline.

It has heretofore been proposed to 'use the heavier hydrocarbon oils as fuelfor internal com bustion engines by vaporizing such oils with the aid of heat, but great difficulty has been experi enced owing to the collection of carbon deposits on the valves and cylinder walls and in the Vaporizer. When such vapors are drawn into the cylinder during the suction stroke these vapors remain in contact with the hot valves and cylinder walls during the entire compression stroke. These hot surfaces heat the heavy hydrocarbon vapors to the point where cracking takes place and they are converted into lighter hydrocarbons with deposit of free carbon on the hot surfaces.

A further object of the invention is to effect the removal of such carbon from the vapors be fore they pass into the cylinder. This is effected by heating a portion of the fuel conduit to a relatively high temperature and periodically switching off the fuel and passing air to burn up and remove the deposited carbon in the conduit. Continuous supply of fuel to the engine is maintained by providing parallel heated sections of the conduit and cutting off the fuel from only one section at a time while air is being passed to burn out the deposited carbon.

Further objects are to provide a vaporizer which will operate automatically in the manner set forth and without oversight.

In the accompanying two sheets of drawings which form a part of this description,

Figure 1 is a top view of a portion of an internal combustion engine in connection with a vaporizer which embodies this invention.

Fig. 2 is an elevation of the same.

Fig. 3 is a development of the valve surface showing the grooves for connecting the ports.

Fig. 4 is a top view to a larger scale of a portion of the connections for operating the valve.

Fig. 5 is an end elevation of the same.

Fig. 6 is an elevation of the same from the opposite side from the showing in Fig. 1.

Fig. 7 is a section through the valve on the line VII of Fig. 3.

Fig. 8 is a section through the valve on the line VIII of Fig. 3.

Fig. 9 is a section through the valve on the line IX of Fig. 3.

The engine 10 has the usual intake manifold 55 11 and exhaust manifold 12. The exhaust manifold is connected to a retort 13 through which the exhaust gases are passed. A pair of conduit sections 14 and 15 are led through the retort. Fuel is supplied to either of these sec tionsjan'd is'vaporizedtherein. Their outlet ends, are connected to 'the'intake manifold at a Venturi pointdo'through separateorifices The exhaust gases passing through the retort maintain the sectionsat a higher temperature than the walls of the enginecylinder' soQthat after vaporization "and separation and deposit of carbon in g the sections, which are of sufficient lengthto receive all of such deposit, there will be no further separation of carbon in the engine cylinder. The conduit sections are coiled in the retort.

The fuel oil is brought through the usual float valve and needle valve and a pipe 1'7 to a port 18 to a valve 19. Through this valve connection is made through ports 20 to the inlet ends of either conduit section. At the same resting position of the valve air is admitted through ports 21 to the other conduit section. At the intermediate position of the valve air is cut off and fuel is admitted to both conduit sections. Ordinarily, flow through a conduit section may be maintained for an hour, or during fifty to a hundred thousand revolutions of the engine before there will be a sufficient deposit to clog the section. After this interval the fuel supply is switched through the other conduit section and air is admitted to the section which has been in use for vaporizing in order to burn out the deposited carbon. 7

For the periodic and automatic switching of the valve, power is taken from the engine. As shown, a shaft 22 which is provided for driving the fan carries a worm 23 meshing with a wheel 24 on a shaft 25. This shaft carries a worm 26 meshing with a Wheel 2'7 on a shaft 28. This shaft carries a worm 29 meshing with a wheel 30 on a shaft 31 with a crank 32. In order to more clearly show the essentials, the bearings for carrying these shafts are not illustrated as their provision is an obvious matter. The crank connects to a pitman which consists of a rod 33 and a spring barrel 34 within which is a spring 35 and pistons 36 so that the barrel will act as a dash pot. The barrel connects to the lever 37 for operating the valve. A latch 38 holds the lever and the valve in either of its resting positions during the compression of the spring in the spring barrel. The latch is held in engagement except when the crank and pitman are near a dead center position by means of fingers 39 which bear against the side of the spring barrel and are connected to the latch. When the crank nears either dead center position, a spring 40 pushes the latch out of engagement and the spring in the barrel moves the valve over to its other resting position. The dash pot delays the valve at its mid position for a few seconds while fuel flow is established through the conduit section which is switched in and before the other is out out.

For starting the engine the retort is first heated from a burner 41. This manner of heating the retort may be used continuously when it is not convenient to use the exhaust gases for the purpose.

I claim: 7

1. In combination with an engine with intake and exhaust manifolds, a vaporizer comprising a retort, means for heating the retort, a pair of conduit sections leading through the retort and connected to the intake manifold, and means for connecting either section to a fuel supply and concurrently admitting air to the other conduit section.

2. In combination with an engine with intake and exhaust manifolds, a vaporizer comprising a retort connected to the exhaust manifold for the passage of engine exhaust gases, a pair of conduit sections leading through the retort and connected to the intake manifold, and means for connecting either section to a fuel supply and concurrently admitting air to the other con- 7 duit section.

3. In combination with an engine with intake and exhaust manifolds, a vaporizer comprising a retort, a burner for heating the retort, a pair of conduit sections leading through the retort and connected to the intake manifold, and means for connecting either section to a fuel supply and concurrently admitting air to the other conduit section.

4. In, combination with an engine with intake and exhaust manifolds, a vaporizer comprising a retort, means for heating the retort, a pair of conduit sections leading through the retort and connected to the intake manifold, a valve for connecting either section to a fuel supply and concurrently admitting air to the other section, and means operated from the engine for periodically switching the inlet connections.

5. In combination with an engine with intake and exhaust manifolds, a vaporizer comprising a retort, means for heating the retort, a pair of conduit sections leading through the retort and connected to the intake manifold, a valve for connecting either section to a fuel supply and concurrently admitting air to the other section with an intermediate position at which fuel is admitted to both sections, means operated from the engine for periodically switching the inlet connections, and means for delaying the switch- MILLARD COLE SPENCER. 

